# Incident 19791130045019I: Doug DC931, Flint, MI, November 30, 1979

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: November 30, 1979, 09:30 local time
- Place: Flint, MI
- Airport: Bishop
- Phase of flight: Roll-Out (Fixed Wing)
- Operating rules: Air carrier (Part 121)
- Operator: REP
- Location: 42.9655° N, 83.7447° W: Placed by OpenAirDocs at BISHOP INTL (FNT), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=42.9655&lon=-83.7447&mi=10
- Aircraft: N960N, a cancelled registration (https://openairdocs.org/deregistered/N960N-2008-09-25) (OpenAirDocs)
- Registry model: Douglas DC-9-31 (registry code 3022065, https://openairdocs.org/model/douglas-dc-9-31) (OpenAirDocs)
- Registry engine: Pratt & Whitney JT8D-1 (registry code 52044, https://openairdocs.org/engine/pratt-whitney-jt8d-1) (OpenAirDocs)
- Reported make and model: DOUG DC931
- People aboard: 40
- Fatal injuries: 0
- Pilot flight hours: 10,300 total, 4,800 in this make and model, 0 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19791130045019I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

AFTER LANDING, PILOT HAD TO SWERVE OFF RUNWAY TO AVOID OTHER AIRCRAFT. NO DAMAGE.

## Other reports on N960N (2)

Matched to the same aircraft by N-number and date.

- [Incident 19900723048949I](https://openairdocs.org/incident/19900723048949I), Jul 23, 1990: Doug DC931 (N960N), Fargo, ND. Losing pressurization. Descended. Landed safely. Duct had separated from flow control valve.
- [Incident 19820130001169I](https://openairdocs.org/incident/19820130001169I), Jan 30, 1982: Doug DC931 (N960N), Chicago, IL. Unable to retract le flaps. Returned to airport. Left le flap was rubbing on the anti ice t duct.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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